Locomotive with haulage-cable mechanism.



D. T. FISHER.

Locolwolvs wmf HAULAGE CABLE MECH/mism.

v v APPLICATION FILED SEPT.201907 RENEWED OCT. 21, 1914. l BQUBQQ,Patented July 11, 12H6.

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D. T. FISHER.

I OCOMOTIVE WITH HAULAGE CABLE AIVII'CHANISIVI.

APPLICATION FILED SEPT.2D, |907. RENEWED DCT. 2| i914.

Patented July 11, 1916.

D. T. FISHER.

LOCONIO'HVE WITH HAULAGE 'CABLE WIECHANISIVI.

APPLICATION man sEP.2o.1eo7. RENEwED ocT.21.1914.

Patented .1 1y 11, 1916.

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D. T. FISHER.

LocoMonvE WITH HAULAGE CABLE MecHAmsm.

APPLlCATlON FILED SEPT.20,1907. RENEWED OCT- 2I, 1914. 4

Patented July 11, 19H3.

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un sans namur nieren DUDLEY '.I. FISI-IER, OF COLUMBUS, OHO, ASSIGNOR,BY MESNE ASSIGNMENTS, T0 THE JEFFREY MANUFACTURING COMPANY, A.CORPORATION OF OHIO.

'LOCOlVOTIVE WITH HAULAGE-CABLE MECHANISM.

Specification of Letters Patent.

Patented July lll, i916.

Application led September 20, 1907, Serial No. 393,829. Renewed Getober21, 1914. Serial No. 867,905.

T0 all whom t may concern lle it known that l, DUDLEY T. FISHER, acitizen of the United States, residing at Columbus, in the county ofFranklin and State of Ohio, have invented certain new and usefullmprovements in Locomotives with Haulage-Cable Mechanism, of which thefollowing is a specication, reference being had therein to theaccompanyingY drawing.

ln coal mines relatively small cars are used which, while being loadedare separated from cach other and scattered over more or less of themine, one in one room or at one loading point and others at others.rl`he older plan, where animal power was used, was to haul each of thesecars singly by an animal from the room, after it had been loaded, to acollecting point where a number of the cars were coupled together toform a train or trip. Since the introduction of electrical power use hasbeen made for this purpose of gathering locomotives, each having a reelwith an electric cable thereon, the terminal of which can be connectedelectrically to a current supplving wire, so that as the car moves awayfrom the source of supply, the cable on the reel will maintain acontinuity of electric connection to the motor. ln using this apparatusthe locomotiif'e is itself run into the rooms successively and coupledto the isolated. loaded cars which are thereafter hauled by it to thegathering point. Under many circumstances these gathering locomotiveswith cable reels cannot be used to advantage, particularly where themine roof is low or where the track has been hastily constructed, as thebranch tracks fre- (uientl y are which exten d from the entry into theroem. Under circumstances such as those last referred to, it has beenproposed to use in place of the gathering locomotives of the sort abovedescribed, locomotives each carrying a haulage cable which can beunwound from a reel and the end taken manually into a mine room andattached to a car, after which. it is wound on the reel by suitabledriving mechanism to withdraw the car from the room. ln earlierlocomotives which have been proposed for this class of work it has beenonly possible to lead the cable oil' along lines tangential to avertical reel, the constructions being such that the cable cannot be ledoff at any points longitudinally spaced from the reel. It frequentlyhappens, however, that it is desirable to pay the cable out at pointsremote longitudinally from the reel; that is, in many cases the point atwhich the cable must be fed out is determined by such factors as, theconvenience of the operator in watching the cable, the position of carswith respect to the locomotive, the position of other parts of thelocomotive from which the cable must keep clear, etc. But the point ofpaying out the cable being fixed for reasons such as those above statedit frequently and in fact usually happens that for practical mechanicalreasons the reel itself cannot be located at that exact position. Forinstance in a construction such as I have shown the desire is under mostcircumstances to feed the cable out at a point near thel operators seatso that the operator can watch the cable closely and prevent fouling;but the space at the 'operators end of the locomotive is quite fullyoccupied by the operator himself and by the devices such as thecontroller, the brake wheel, etc., which he must have within easy reach.rlhe A reel being necessarily large and occupying much spacehorizontally, especially when a reel with a vertical aXis is used,cannot be positioned at the operators end where it is Idesired to feedoil the cable. And so the reel has been positioned at the opposite endof the locomotive where there is plenty of room for it, and guidedevices for the cable have been provided at the operato-rs end whichpermit the cable to be led off to the right or to the left under the eyeof the operator.

The principal object of the invention therefore is to provide alocomotive of this general cla-ss which has means whereby the cable canbe led od at a point longitudinally separated from the reel itself. Bythis construction the relatively small guide devices can be locatedwhere the conditions require that the cable be led off and the largeheavy reel can be located out of the way of the other locomotive partswhere there is plenty of room.

A further object of the invention is to provide a locomotive of thisclass which has means whereby the cable can be led off at either end.The construction is such that the guide devices above referred to can beused when the cable is to be paid off at the operators end. But whencircumstances are such as to require the cable to be led off at theother end it is possible to let it extend directly from the reel alongtangential lines.

Other objects will be apparent from the following specification andclaims.

- Locomotives of the class to which my invention relates are to beclearly distinguished from those locomotives of the sort before referredto having electric conductor cables and reeling mechanisms therefor. Iam aware that in locomotives having such electric conductorcables it hasbeen proposed to provide means for paying out and taking up the cable ateither end. It is to be borne in mind, however, that there are numerousand important differences in construction and in mode of operationbetween haulage cable locomotives and cable reel locomotives. Thehaulage cable is usually constructed of steel and has a high' tensilestrength adapting it to haul cars or even to withstand'the entire draftforce of the locomotive; the electric cable is usually constructed ofcopper and has an insignificant tensile strength. The haulage cable isbare and when it is wound in layers upon the reel under high tension, itis able to ywithstand the `compression forces tending to distort itcross-sectionally; the electric cable is provided with a covering ofsoft insulation which would immediately be crushed and distorted uponbeing wound upon4 a reel under high tension. The reel for the haulagecable must ordinarily be below the top plane of the locomotive yframeand atsu'chan elevation as to bring thecable approximately at l'theheight Vof the car couplings; the electric cable reel may be, and, infact when end-toend reversibility is contemplated, nearly always is,located either entirely or partly above the top plane of the locomotiveframe.

In the accompanying drawings I have shown several forms of mechanismintended to illustrate the scope of the invention. It will beunderstood-that any of the forms shown may be used, or that other formsof mechanism within the scope of the appended claim .may be used withoutdeparting from the spirit `of my invention.

Of the drawings, Figure l is a top plan view of a mining locomotiveembodying my improvements, some of the parts being indicatedconventionally Alo'y dotted lines. Fig. 2 is a side elevation of thesame. Fig. Sois an end elevation looking toward the car lat the :reelcarrying end. Fig. 4 is a view showing the reel and the powertransmi-tting devices in Vvertical central section and showing anyelectric motor conventionally by outline. Fig. 5 is a rear'view of areel ofl modifiedform. Fig. 6 is a vertical central longitudinal sectionof said modified form. Fig. 7 is a vertical central longitudinal sectionof another modified form of reel.

A indicates as a whole a mine locomotive of the type before referred to.lts wheels B are fitted to the track rails. Its body is formed of aheavy cast frame having the side parts C, C, and the end connectingparts D, D. Many of the parts of the locomotive are indicatedconventionally by dotted lines. At E the electric motor is situated inthe space between the two axles this motor being geared to one of theaxles in any suitable way, and by preference the axles are gearedtogether or connected by chains and sprockets. At F there is a chamberor space left for the n'iotorman and for the locomotive controllingdevices which he is called upon to manipulate frequently, such as thewheel of the controller at G and the hand wheel of the brake mechanismat l.

At the end of the locomotive opposite to that where the motorman isplaced I arrange a reel for the haulage cable. This is indicated by land is mounted on a verticallv arranged shaft or mast 2. This shaft issecured by a base 3 which is in the form of a strong bar extendingacross from one of the side elements C of the car body to the other.land firmly bolted thereto. The shaft 2 is fastened by a key l in thisbase in such way that it is held firm against rotation. The reel l canrotate loosely and freely around this shaft when it is disengaged fromthe other parts.

8 indicates an electric motor having a suitable field frame andconnected to the upper end of the shaft 2 by means of the flange orplate G which is rigidly fastened to the shaft by a key at 7 and isfirmly bolted to the motor frame.

9 indicates a relatively large spur gear wheel which is mounted upon theshaft 2. Between the reel and the shaft there is a lining `or bearing 5,and between the wheel 9 and the shaft there is a lining 10. The liningsare of such dimensions and so shaped in relation to each other that thewheel f) is held normally out of engagement or contact with the reel.

l1 is a pinion engaging with the driving wheel 9, this pinion beingconnected to the vertically arranged shaft 12 mounted in the bearing 15.At the upper end of the sha l' t there isa bevel wheel 13 which mesheswith the bevel pinion 14 on the end of the armature shaft.

rlhe reel can be detachably clutched to its driving mechanism asfollows: j17 is a slid` ing cellar mounted on the hub 1G of the reel,this collar having a` groove for a sha ft band 20 which is held againstrotation but permits the collar to revolve within it. 1S,

18 are clutch pins (of suitable number) cured to the collar 17 andpassing through apertures 19 in the web part of the reel. When thecollar is slipped along the reel hub the pins 18 are thrust intoengagement with the ratchet at 2li on the hub of the gear wheel 9. Theband or ring 2O is moved back and forth by a link and lever systemcomprising the links 21, each pivoted to the band and pivotallyconnected to a bell lever 22 which is mounted at 22a on the base 3. E23is an operating rod extending to the motormans place, by which he canmove the pins 18 at will and effect the clutching or unclutching of thereel.

The cable is indica-ted at 25. @ne end is secured to the reel 1, and itmay be of any suitable length. 1t may be taken off directly toward thefront of the car, or laterally therefrom. Under most circumstances,however, 1 prefer to use the mechanism in such way that the cable mustextend longitudinally of the locomotive, backward. To permit this, 1employ a roller guide, at 26, comprising horizontal rollers 26a andvertical rollers 26h. Art the other end of the locomotive are rollersheaves 27 and 28 supported by the braclret casting 2Q, which is securedto the rear cross end part D of the car. From these sheaves 27 and 28,the cable can be taken in any desired direction.

8f) indicates a guard device, preferably formed as a casting and boltedto the base 1t extends part way around the inner side of the reel, andserves to prevent any cable coils which may be lying loosely around thereel from falling off of the edge.

At 31 and 32 there are ribs formed on the casting 3 and at the sidesthereof for1 guiding cable to the reel and also to prevent the fallingofi" of these coils; and to still` further insure against the falling ofthe coils, and the proper guiding of the cable, angles 83 and 34 arefastened to the end cross bars of the car.

The master gear wheel 9 is formed with a relatively large cavity orchamber 35 adapted to hold a body of lubricant which gradually passestherefrom to the wearing surfaces of the master wheel 9 and of the reel1.

The manner of using an apparatus of the kind above described will bereadily understood. r1`he locomotive is stopped in the mine entry insuch position that the motorman can look through the passageway or themouth into the room. His assistant, the trip rider, takes the end ofthe' cable and carries it into the room and couples it to the car to bedrawn out, the motorman having first by the draw-rod 23 and the slidingcollar 17 Withdrawn the clutch pins 1S from the gearing thus allowingthe cable to freely rotate. After the end of the cable is coupled to thecar the motorman can, by means of the rod 23 and the collar 17, thrustthe clutch pins 18 into engagement with the master wheel 9. He thenstarts the-motor 8 and the reel is caused to Wind up the cable and drawlthe car from the room to the track in the entry. `When a loaded car issufficiently close to the locomotive the latter is set in motion bymeans of its motor E and the loaded car is drawn to the point where thetrains or trips of several cars are made up.

The cable is ordinarily led off from the operators end over the sheaves27 and 28 and the operator is in this way enabled to see that the cableruns smoothly over the sheaves without fouling and is enabled to watchthe approach of the car and stop the winding of the cable at the propertime. At the same time the reel is so positioned as not to interferewith the other working parts. As shown it is positioned at the eX- tremeopposite end of the locomotive, but as concerns this it will beunderstood that there can be variation. The sheaves 27 and 28 beingrotatable about vertical axes make it possible for the cable to be ledoff sharply to the right or to the left as the conditions may require.As before stated it was the practice prior to my invention to lead thecable out directly from a vertical reel thus making the point of feedingentirely dependent upon the position of the reel. By my invention 1 amenabled to position the reel Where most convenient and then to carry thecable longitudinally from the reel to guide devices which permit thefeeding out toward one side or the other. And it will be understood thatwhile the use of the guide devices 27 and 28 is ordinarily to bepreferred the construction is such that the cable can be led offdirectly from the reel at the other end of the locomotive when desired.

It will be seen that in many respects there can be departure from thedetails which 1 have designed in this particular construction withoutdeparting from the spirit of the essential features of the invention.Thus, where the car is of such design and its parts are so related as topermit it, the motor and the reel may be inverted in relation to eachother. This is illustrated in Figs. 5 and 6 where the motor 8a is shownas placed underneath, it being secured to bars 3a, 3a, which extendlaterally out to and are fastened to the side parts C', C of thecarbody. The shaft 2a is secured to the top of the motor frame andextends upwardly.

pins 18a move downward through the wheel web to engage with the wheel9a. The operating rod 23a and bell lever and links are at the top of theapparatus but are operated in Va manner substantially similar to thatabove latter pinion has bearing upon shaft l2 which is supported by lug8 depending from the frame Vof the motor 8b and by the supporting frameBevel pinion 11b meshes with the large bevel gear 9b which is mounted toturn freely upon the shaft 2b. Beneath the bevel gear 9b is mounted thereel lb, and sliding clutch collar 2Ob which is operated by means of thebell-crank 22by to raise Vor lower the clutch pins 18? as in the casefofthe rst modification described.

The available space in a mine locomotive is small as there are narrowlimits for the height, for the width and for the length. The reel, whenthe axis is vertical, must be substantially midway between the sides andthere is therefore no room for the motor at the side ofthe` reel.Obviously the motor cannotbe in front of the reel as it would theninterfere with the cable, and obviously the motor cannot be behind thereel without a corresponding increase in the over-all length of thelocomotive and without intere fering with the cable when the cable isled backward in accordance with my invention. As a result of theabovestated conditions I the motor must be located either above or belowthe reeL'preferably above, as in that case the reel can be located in alow-down position without increasing the Vover-all height of thelocomotive. Tith the motor above or below the reel with the reel axis,when eXtended, intersecting the central kbody part of the motor, it isessential to so locate the gearing that it is subjected to the minimumvof exposure, that is, toward the center and away from the end of thelocomotive. By so locating the gearing a number of advantages areattained. One advantage is that the gearing itself is protected frominjury which might result from accidental contact with foreign objects;another is that with the gearing removed from the front of thelocomotive there is less danger of injury to the trip rider or othermine operatives; and another is that there is less danger of thecableitself becoming fouled in the gearing, because when led forward thecable has no auxiliary guides, whereas when led backward it hasauxiliary guides which serve to prevent its displacement.

I do not herein claim as a part of my present invention the specificforms of winding mechanisms which I have shown. In my patent for cablewinding mechanism for locomotives No. 1,113,975, based on my divisionalapplication Serial No. 659,629, filed Nov. 10,1911,I have shown andclaimed the specific form of winding mechanism which I have shown inFigs. l to 4.

TWhat I claim is:

r)The combination of the locomotive body, having a depressed platform ateach end, the track wheels, a motor for driving the track wheels, thereel mounted on one of the depressed platforms, the second electricmotor connected to the reel for driving it, the haulage cable secured tothe reel, the motormans support and chamber on the depressed platform atthe other end of the frame, the sheave guides for. thcsteel haulagecable at the motormans end of the platform with their axes in transversevertical planes in the rear of the motormans chamber arranged to havethe cable deflected from the said sheavc guides laterally in eitherdirection at angles to the car equal to, less than, or greater thanright angles, said parts being arrangedto provide a passage for thehaulage cable from one end platform to the other in a horizontal planebelow the top of the car driving motor.

In testimony whereof I aiiiX my signature, in presence of two witnesses.

DUDLEY T. FISHER.

Witnesses E. P. SNIVELY, R. R. DUNLOP.

Copies of this patent may be obtained for live cents each, by addressingthe Commissioner of Patents,

Washington, D. C.

